Vehicle transport vehicle

Abstract

The invention relates to the technical field of vehicle transportation, and particularly discloses a vehicle transportation vehicle. The vehicle transport vehicle comprises a vehicle head and a pair of girders connected with the vehicle head, a front wheel set and a rear wheel set are arranged at the two ends of each girder respectively, the vehicle transport vehicle further comprises a vehicle carrying frame arranged on the girders, the vehicle carrying frame comprises a vehicle containing end and a vehicle getting-on end, and the vehicle containing end is at least provided with a containing space capable of containing one vehicle; a plurality of fastening cross beams are arranged at the bottom of the girder at intervals; the vehicle getting-on end is provided with a getting-on axle plate assisting in getting-on of the vehicle, and the getting-on axle plate can be turned over based on the vehicle carrying frame. Through the structural design, the problems existing in the aspects of loading space adaptability, getting-on and getting-off convenience and structural bearing stability of a traditional vehicle transport vehicle are solved, and efficient and safe vehicle transport operation can be achieved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle transportation, and in particular to a vehicle transporter. Background Art

[0002] In the field of vehicle transportation, conventional vehicle transporters face numerous challenges that require urgent resolution. For example, patent CN200720124557, "Transporter Dedicated for Transporting Vehicles," demonstrates that most existing specialized vehicle transport vehicles exhibit significant drawbacks. Specialized vehicle transport vehicles modified from semitrailers have long trailer compartments. While they can carry five or six commercial vehicles on two-tiered platforms, their long chassis and wheelbases are larger than those of Class II chassis, resulting in a large turning radius and poor maneuverability. These vehicles are only suitable for relatively straight, high-grade highways, such as expressways or national highways in plain areas. Driving on mountainous national highways or lower-grade highways is extremely inconvenient, resulting in poor transport convenience and high investment and operating costs, which increases the financial burden on users. Specialized vehicle transport vehicles modified from ordinary trucks or Class II chassis have relatively short wheelbases and compartments, and can typically only carry four commercial vehicles on two-tiered platforms. While suitable for travel on lower-grade highways, their limited loading capacity increases transportation costs, further burdening users.

[0003] At the same time, traditional vehicle transporters also have many problems in terms of loading space adaptability, ease of getting on and off, and structural load-bearing stability. In terms of loading space, the load-bearing area has no clear functional division, making it difficult to adapt to vehicles of different types and sizes. Unstable loading, wasted space, or inability to load specific models often occur. In terms of ease of getting on and off, the fixed loading structure angle cannot be adjusted. When faced with complex ground slopes and various vehicle chassis heights, it is difficult to get on and off the vehicle, and it is very easy to scratch or slip, posing a high safety risk. In terms of structural load-bearing stability, the beam lacks effective reinforcement support. When subjected to uneven loads for a long time, it is easy to bend and break, seriously affecting transportation safety and equipment service life, resulting in low transportation efficiency, frequent accidents, and frequent equipment replacement increases operating costs. Summary of the Invention

[0004] In view of this, an embodiment of the present invention provides a vehicle transport vehicle to solve the problem that traditional vehicle transport vehicles are difficult to balance the adaptability of loading space, the convenience of getting on and off the vehicle, and the load-bearing stability of the structure, and are unable to complete vehicle transportation operations efficiently and safely.

[0005] An embodiment of the present invention provides a vehicle transport vehicle, comprising a vehicle head and a pair of beams connected to the vehicle head, wherein the two ends of the beams are respectively provided with a front wheel group and a rear wheel group; the vehicle transport vehicle is characterized in that it also includes a vehicle carrier arranged on the beam, the vehicle carrier including a vehicle accommodating end and a boarding end; the vehicle accommodating end is provided with at least a accommodating space that can accommodate one car; a plurality of fastening cross beams are provided at intervals on the bottom of the beam; the vehicle boarding end is provided with a boarding bridge plate for assisting the vehicle to board, and the boarding bridge plate can be flipped based on the vehicle carrier.

[0006] Preferably, the upper bridge plate includes a first grounding assembly and a second grounding assembly hinged to one end of the first grounding assembly; the other end of the first grounding assembly is hinged to the transport vehicle through a first group of flip seats, and the end of the first grounding assembly hinged to the transport vehicle is also hinged to the second group of flip seats arranged on the transport vehicle through a flip cylinder, the piston rod of the flip cylinder is hinged to the third group of flip seats arranged on the first grounding assembly, and the piston rod is driven by the flip cylinder to realize the flipping movement of the first grounding assembly within a preset angle based on the transport vehicle; the second grounding assembly is hinged to the first grounding assembly through a fourth group of flip seats, and the position of the second grounding assembly and the first grounding assembly is fixed by a limiting mechanism.

[0007] Preferably, the first grounding assembly includes a first receiving portion and a second receiving portion provided on the mounting beam, the first receiving portion includes a first side mounting portion and a second side mounting portion and a receiving mechanism connecting the first side mounting portion and the second side mounting portion.

[0008] Preferably, the first side mounting portion includes a first inner plate, a second inner plate and an outer plate arranged in a nested manner; the supporting mechanism includes a reinforcement layer and a supporting layer arranged on the top of the reinforcement layer; an auxiliary fastening unit is also provided on the outer side of the first supporting portion.

[0009] Preferably, it also includes a traction frame arranged at the tail end of the beam; the connecting frame includes a traction body, a traction seat arranged on the traction body, and a first mounting crossbeam for mounting the traction body; the traction body includes a first connecting part connected to the traction seat and a second connecting part connected to the transport vehicle; the traction seat includes a mounting end and a connecting end; the connecting end includes a traction space provided with an expansion-type opening; the connecting end is provided with a connecting body, the connecting body and the connecting end are integrated and provided with a traction shaft for traction, the traction shaft is arranged through the traction space and is provided with a connecting gap with the side wall of the traction space.

[0010] Preferably, the traction body includes a first main beam and a second main beam that are symmetrically arranged at intervals; the top and bottom of the first main beam and the second main beam are respectively provided with a first closing plate and a second closing plate; the first mounting crossbeam is installed through the first main beam and the second main beam.

[0011] Preferably, the first main beam and the second main beam are respectively provided with a first extended mounting plate and a second extended mounting plate at one end away from the first connecting portion; the first extended mounting plate and the second extended mounting plate are respectively provided with a second mounting cross beam and a third mounting cross beam.

[0012] Preferably, the vehicle carrier is recessed in the accommodating space at one end near the front of the vehicle, and a sinking bridge deck is provided in the recessed accommodating space; the sinking bridge deck includes a pair of bridge deck bodies arranged on both sides of the beam, and a first group of sinking cylinders and a second group of sinking cylinders arranged at both ends of the bridge deck body and hinged to the bridge deck body; the first group of sinking cylinders and the second group of sinking cylinders are respectively hinged to the transport vehicle; the two ends of one end of the bridge deck body are respectively hinged to the transport vehicle through a first support and a second support; the first group of sinking cylinders and the second group of sinking cylinders each include a pair of sinking cylinders arranged on both sides of the bottom of the bridge deck body; the first group of sinking cylinders and the second group of sinking cylinders operate alternately to realize the rising or falling operation of the bridge deck body.

[0013] Preferably, the bridge plate body includes a first longitudinal beam and a second longitudinal beam that are spaced apart, and a first transverse beam and a second transverse beam that connect the first longitudinal beam and the second longitudinal beam at both ends.

[0014] Preferably, a plurality of through-lay cross beams are arranged at intervals between the first longitudinal beam and the second longitudinal beam, and the two through-lay cross beams are connected by through-lay longitudinal beams; pedal panels are laid on the tops of the first longitudinal beam, the second longitudinal beam and the plurality of through-lay cross beams and through-lay longitudinal beams.

[0015] The vehicle transporter provided by the present invention has the following beneficial effects: In the present invention, by setting up a vehicle carrier, the vehicle accommodating end and the boarding end are clearly divided, which can effectively improve the adaptability of the loading space to different vehicles; the reversible boarding bridge plate enhances the convenience of getting on and off the vehicle; the fastening crossbeam at the bottom of the beam improves the structural load-bearing stability, thereby realizing efficient and safe vehicle transportation operations. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following is a brief introduction to the drawings required for use in the embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work, and these are all within the scope of protection of the present invention.

[0017] Figure 1 It is a structural diagram of a vehicle transporter; Figure 2 It is a structural diagram of the sunken bridge deck; Figure 3 This is a structural diagram of the sunken bridge deck from another angle; Figure 4 It is a structural diagram of the wheel choke; Figure 5 This is a schematic diagram of the exploded structure of the sunken bridge deck; Figure 6 It is a structural diagram of the upper bridge plate; Figure 7 This is a schematic diagram of the exploded structure of the upper bridge deck; Figure 8 It is a schematic diagram of the exploded structure of the second grounding assembly; Figure 9 It is a partial structural diagram of a vehicle transporter; Figure 10 This is a schematic diagram of the assembly of the fifth wheel coupling; Figure 11 It is a structural diagram of the fifth wheel connecting frame; Figure 12 It is a structural diagram of the traction body; Figure 13 It is a structural diagram of the fifth wheel; Figure 14 It is a top view of the traction body; Parts and numbers in the picture: 100-bridge deck body, 110-first set of sinking cylinders, 120-second set of sinking cylinders, 121-first support, 122-second support, 123-sinking cylinders, 124-first longitudinal beam, 125-second longitudinal beam, 126-first cross beam, 127-second cross beam, 128-through cross beam, 129-through longitudinal beam, 131-pedal panel, 132-first mounting beam, 133-second mounting beam, 134-first set of articulated seats, 135- First reinforcing plate, 136-first hinge plate, 137-second hinge plate, 138-third pad, 139-hinge shaft, 140-second set of hinge seats, 150-third set of hinge seats, 160-fourth set of hinge seats, 170-side hook unit, 171-first side hook plate, 172-second side hook plate, 173-side hook body, 180-wheel blocker, 181-fastening pin, 182-first web plate, 183-second web plate, 184-wheel block panel; 200 - traction body, 211 - first main beam, 212 - second main beam, 213 - first closing plate, 214 - second closing plate, 215 - first extension mounting plate, 216 - second extension mounting plate, 217 - second mounting crossbeam, 218 - third mounting crossbeam, 219 - second reinforcement plate, 220 - first connecting portion, 221 - connecting crossbeam, 222 - reinforcement rib plate, 230 - second connecting portion, 231 - first mounting crossbeam, 232 - third support, 233 - first pad, 234 - first support plate, 235 - second support plate, 236 - first pin shaft, 240 - fourth support, 241 - second pad, 242 - connecting beam; 250 - traction seat, 251 - mounting end, 252 - first mounting plate, 253 - counterweight head, 254 - mounting shaft, 255 - connecting end, 256 - connecting body, 257 - traction shaft, 258 - opening, 259 - traction space; 310-first grounding assembly, 311-first receiving portion, 312-first side mounting portion, 313-first inner plate, 314-second inner plate, 315-outer plate, 320-second side mounting portion, 321-receiving mechanism, 322-reinforcement layer, 323-receiving layer, 324-auxiliary fastening unit, 330-second receiving portion, 331-turnover cylinder, 340-third group of turnover seats, 350-fourth group of turnover seats, 351-first side plate, 352-second side plate, 353 -Second pin, 354-swivel sleeve, 360-limiting mechanism, 361-first limiting shaft mounting plate, 362-second limiting shaft mounting plate, 363-third limiting shaft mounting plate, 364-fourth limiting shaft mounting plate, 365-limiting shaft, 366-shaft body, 367-shaft handle, 368-spring, 369-limiting plate, 371-first reinforcing beam, 372-second reinforcing beam, 373-third reinforcing beam, 374-fourth reinforcing beam, 375-supporting plate, 376-reinforcement plate; 380-second grounding assembly, 381-tail plate crossbeam, 382-reinforcement frame, 383-grounding plate, 384-reflector; 400-transport vehicle, 410-vehicle front, 411-main beam, 412-first set of flip seats, 413-second mounting plate, 414-third support plate, 415-fourth support plate, 416-fixed shaft, 417-second set of flip seats, 420-vehicle carrier, 431-front wheel group, 432-rear wheel group, 441-vehicle accommodating end, 442-onboard end, 451-fastening crossbeam. DETAILED DESCRIPTION

[0018] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. It should be noted that, in this article, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. In the description of the present invention, it should be understood that the directions or positional relationships indicated by the terms "center", "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc. are based on the directions or positional relationships shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore should not be understood as limiting the present invention. Moreover, the terms "comprises", "comprising" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further limitations, elements defined by the phrase "comprising..." do not preclude the presence of additional identical elements in the process, method, article, or apparatus comprising the elements. The embodiments of the present invention and the features thereof may be combined with each other if there is no conflict, and all are within the scope of protection of the present invention.

[0019] Example 1 See Figure 1In this embodiment, a vehicle transport vehicle is provided, including a front end 410 and a pair of beams 411 connected to the front end 410, wherein the two ends of the beam 411 are respectively provided with a front wheel group 431 and a rear wheel group 432; the vehicle transport vehicle is characterized in that it also includes a vehicle carrier 420 arranged on the beam 411, and the vehicle carrier 420 includes a vehicle accommodating end 441 and a boarding end 442; the vehicle accommodating end 441 is provided with a accommodating space that can accommodate at least one car; a plurality of fastening cross beams 451 are provided at intervals at the bottom of the beam 411; the vehicle boarding end 442 is provided with a boarding bridge plate for assisting vehicles to board, and the boarding bridge plate can be flipped based on the vehicle carrier 420.

[0020] In this structure, the vehicle accommodating end 441 of the vehicle carrier 420 provides an exclusive placement space for the vehicle to be transported, ensuring the stability of the vehicle during transportation; the reversible loading bridge plate at the loading end 442 provides a channel for vehicles to get on and off the transport vehicle 400, and its reversible feature can adapt to different scenarios; the fastening crossbeam 451 at the bottom of the beam 411 enhances the load-bearing capacity of the beam 411, ensuring the stability of the overall structure when carrying vehicles.

[0021] When in use, first adjust the upper bridge plate to a suitable angle by flipping it over so that the vehicle to be transported can smoothly move from the upper bridge plate to the accommodating space of the vehicle carrier 420. After the vehicle is parked securely, the upper bridge plate can be flipped back to its original position and then transported. After arriving at the destination, adjust the angle of the upper bridge plate again to facilitate the vehicle's departure.

[0022] In terms of operating principle, the upper bridge plate is based on the flipping function of the vehicle carrier 420, and the angle is adjusted through the relevant hinged or driving structure to adapt to different ground slopes and vehicle up and down requirements; the connection structure between the fastening crossbeam 451 and the main beam 411 disperses the load generated by the vehicle weight, and uses the mechanical principles to improve the bending and deformation resistance of the main beam 411, thereby ensuring the safety and stability of the entire transportation process.

[0023] Example 2 See Figure 1 and Figure 2, an embodiment of the present invention provides a sunken fixed bridge plate for a vehicle transport vehicle; the sunken bridge plate is provided in the vehicle transport vehicle mainly to adapt to the characteristics and needs of motor vehicle transportation. On the one hand, it can significantly reduce the height of the loading platform, reduce the slope when the vehicle gets on and off the transport vehicle, and avoid scratches when sedans, SUVs and other passenger cars with low chassis get on and off, while reducing the total height of large vehicles after loading to ensure that they meet the road height limit requirements. On the other hand, by flexibly adjusting the height, multi-layer loading can be achieved, the single transportation volume can be increased, and the center of gravity distribution of the transported vehicle can be optimized, driving stability can be enhanced, and the risk of rollover can be reduced. It can also evenly distribute the weight to each axle, complying with the regulatory requirements for axle load distribution, and ensuring transportation safety and compliance.

[0024] Compliance primarily refers to the fact that the vehicle transporter's lowered fixed deck must adhere to road transport regulations regarding overall vehicle height and axle load distribution during use. Specifically, precise control of the deck's elevation ensures that the overall height of the entire vehicle (including the transported vehicle) does not exceed road height restrictions. Furthermore, the deck's structural design evenly distributes the transported vehicle's weight across the transporter's 400 axles, preventing excessive load on any single axle. This ensures compliance with traffic regulations regarding overloaded transport and ensures legal and compliant transportation.

[0025] See Figure 2 and Figure 3 In this embodiment, a sinking bridge deck for a vehicle transport vehicle is provided; it includes a bridge deck body 100 and a first group of sinking cylinders 110 and a second group of sinking cylinders 120 arranged at both ends of the bridge deck body 100 and hinged to the bridge deck body 100; the first group of sinking cylinders 110 and the second group of sinking cylinders 120 are respectively hinged to the transport vehicle 400; the two ends of one end of the bridge deck body 100 are respectively hinged to the transport vehicle 400 through a first support 121 and a second support 122; the first group of sinking cylinders 110 and the second group of sinking cylinders 120 each include a pair of sinking cylinders 123 arranged on both sides of the bottom of the bridge deck body 100; the first group of sinking cylinders 110 and the second group of sinking cylinders 120 operate alternately to realize the rising or falling operation of the bridge deck body 100.

[0026] Further, see Figure 3 and Figure 5The first group of sinking cylinders 110 and the second group of sinking cylinders 120 are arranged in an inclined manner, and one end of the cylinder body is hinged to the corresponding hinge seat of the transport vehicle 400, and one end of the piston rod is tilted upward and hinged to the hinge seat on the first mounting beam 132 and the second mounting beam 133 at the bottom of the bridge deck main body 100. The two groups of cylinders are symmetrically distributed on both sides of the bottom of the bridge deck main body 100, and the tilting direction forms a certain angle with the length direction of the bridge deck main body 100; this inclined layout enables the cylinder to decompose the driving force into vertical lift or lowering force to drive the bridge deck main body 100 to rise and fall during telescopic operation, and enhance the stability of the connection between the bridge deck and the transport vehicle 400 through the horizontal component force. At the same time, the tilt angle is used to adapt to the rotation trajectory of the bridge deck main body 100 to avoid motion interference with other components, providing a structural basis for the alternating operation of the two groups of cylinders.

[0027] The core function of the sunken bridge deck is to adjust its height by lifting and lowering to suit the loading and unloading needs of different vehicles (such as low-floor cars, high-floor trucks, etc.). When the inclined driving components exert force, their driving force can be decomposed into a vertical lifting force and a horizontal auxiliary support force. The vertical component directly acts on the bridge deck to sink or lift, while the horizontal component can offset the lateral displacement trend of the bridge deck caused by carrying vehicles, reducing additional frictional resistance. Compared with the vertical setting in which the driving force is completely concentrated in the vertical direction (which can easily cause the cylinder to be sheared due to lateral forces generated by slight tilts in the bridge deck), the inclined layout can reduce the load on the driving device by decomposing the force. Especially when the bridge deck is carrying heavy objects, it can reduce power loss and improve lifting efficiency.

[0028] When carrying vehicles, the sunken bridge deck needs to withstand large vertical loads and horizontal impact forces; the connection points between the bridge deck and the frame are distributed at an angle, which can transfer the load to the frame body along the inclined direction, avoiding excessive local stress caused by the load concentrated on a single connection point when it is set vertically; if an inclined cylinder drive is used, the cylinder axis is closer to the force direction of the bridge deck, reducing the radial force borne by the cylinder (when set vertically, the cylinder is prone to radial bending moment due to slight shaking of the bridge deck), thereby extending the service life of the drive components.

[0029] When in use, the second group of sinking cylinders 120 are first activated to extend the piston rod, so that the bridge deck body 100 rotates and rises based on the hinge with the transport vehicle 400; after rising to a preset position, the vehicle can enter. After the vehicle enters, the piston rod can be retracted to sink the vehicle; If the entire vehicle needs to be raised, first start the second set of sinking cylinders 120 and extend the piston rod, so that the bridge deck body 100 rotates and rises based on the hinge with the transport vehicle 400; after rising to the preset position, start the first set of sinking cylinders 110, so that the bridge deck body 100 can rotate based on the hinge with the first set of sinking cylinders 110 and rise to a position where both ends are flush; when it needs to be lowered, retract the first set of sinking cylinders 110 and the second set of sinking cylinders 120 and operate in sequence to sink. Based on this principle, please describe the contents of the above structure, including detailed principles, effects and operations. See Figure 4 and Figure 5 The sinking deck comprises a deck body 100, hinged at both ends to a transport vehicle 400 via first and second supports 121 and 122. A first set of sinking cylinders 110 and a second set of sinking cylinders 120 are located on either side of the base, each consisting of a pair of cylinders. The cylinder bodies are hinged to the transport vehicle 400, with piston rods articulated upward at an angle to the mounting beam at the bottom of the deck body 100. This angle forms a certain angle with the length of the deck body 100, forming a stable support and drive structure.

[0030] Its operating principle is based on the force decomposition and alternating operation of tilting cylinders. The tilted cylinders split the telescopic force into vertical and horizontal components. The vertical component drives the deck 100 upwards and downwards, while the horizontal component offsets the lateral forces of vehicles entering and exiting, preventing the deck from swaying. The two sets of cylinders operate alternately, leveraging the hinge point between the deck 100 and the transport vehicle 400. One set of cylinders drives one end of the deck, while the other set adjusts the other end, achieving smooth overall lift and posture control.

[0031] During operation, if a vehicle is to enter and lower the bridge deck, the second set of sinking cylinders 120 is first activated, and the piston rod is extended to rotate the bridge deck body 100 around the hinge point with the transport vehicle 400 and raise it to the preset position. After the vehicle enters, the piston rod is retracted, allowing the bridge deck to sink with the vehicle. To raise the entire vehicle until both ends are flush, the second set of sinking cylinders 120 is first activated to raise one end of the bridge deck. Once in place, the first set of sinking cylinders 110 is activated to rotate and raise the other end of the bridge deck until both ends are flush. To lower the bridge deck, the operation is reversed, and the two sets of cylinders are retracted in sequence to gradually lower the bridge deck.

[0032] Furthermore, the force decomposition of the tilt cylinders reduces stress concentration in a single direction. The horizontal force component enhances deck stability, preventing roll during vehicle entry and exit, while the vertical force component ensures efficient and effortless lifting and lowering, extending the service life of drive components. The alternating operation mechanism allows the deck to flexibly adapt to different height requirements, facilitating smooth vehicle entry and exit while precisely controlling the overall height, ensuring compliance with height restrictions and axle load distribution during transportation, while also improving loading efficiency and safety.

[0033] Furthermore, the bridge deck body 100 includes a first longitudinal beam 124 and a second longitudinal beam 125 that are spaced apart, and a first transverse beam 126 and a second transverse beam 127 that connect the first longitudinal beam 124 and the second longitudinal beam 125 at both ends.

[0034] Furthermore, a plurality of through-lay cross beams 128 are interspersed between the first longitudinal beam 124 and the second longitudinal beam 125, and each of the through-lay cross beams 128 is connected by a through-lay longitudinal beam 129; a pedal panel 131 is laid on the top of the first longitudinal beam 124, the second longitudinal beam 125 and the plurality of the through-lay cross beams 128 and the through-lay longitudinal beams 129.

[0035] Furthermore, a first mounting beam 132 and a second mounting beam 133 are provided between the first crossbeam 126 and the through-lay crossbeam 128, and between the second crossbeam 127 and the through-lay crossbeam 128; the bottoms of the first mounting beam 132 and the second mounting beam 133 are respectively provided with a first group of articulated seats 134 and a second group of articulated seats 140 which are articulated to the first group of sinking cylinders 110 and the second group of sinking cylinders 120; the first group of articulated seats 134 and the second group of articulated seats 140 have the same structural settings.

[0036] The first and second longitudinal beams 124, 125, first and second transverse beams 126, 127 form the foundational framework of the bridge deck 100. The interlocking transverse beams 128 and interlocking longitudinal beams 129 are spaced apart between them, forming a crisscross support structure. This design evenly distributes the weight of transported vehicles across the entire bridge deck, preventing deformation caused by excessive localized forces. This significantly improves the overall load-bearing capacity of the bridge deck, maintaining structural stability even when transporting heavy vehicles such as heavy engineering vehicles.

[0037] A tread plate 131 is laid on top of the first and second longitudinal beams 124, 125, and the continuous crossbeams 128 and 129, forming a smooth and continuous load-bearing surface. This not only provides stable support for vehicles on and off the bridge deck, reducing friction damage between tires and the deck, but also prevents vehicles from slipping due to bumpy roads during transportation. It also protects the underlying longitudinal and crossbeams from external impact, extending the service life of the deck.

[0038] The first and second mounting beams 132 and 133 connect the crossbeams to the through-bridge crossbeam 128. The first and second sets of hinged seats 134 and 140 at their bases provide secure connection points for the first and second sets of lowering cylinders 110 and 120. This layout allows the cylinders' driving force to be evenly transmitted to the deck body 100 via the mounting beams, preventing stress concentration in a single location and ensuring smoother deck elevation when the cylinders alternately operate. The consistent structure of the two sets of hinged seats facilitates installation and maintenance, ensuring a reliable connection between the cylinders and the deck, and providing a solid foundation for flexible deck height adjustment.

[0039] Further, see Figure 3 and Figure 5 The first group of sinking cylinders 110 and the second group of sinking cylinders 120 are respectively articulated to the transport vehicle 400 through the third group of articulated seats 150 and the fourth group of articulated seats 160; the structural settings of the third group of articulated seats 150 and the fourth group of articulated seats 160 are consistent.

[0040] Furthermore, the third set of hinged seats 150 includes a first reinforcing plate 135 connected to the transport vehicle 400, and a first hinged plate 136 and a second hinged plate 137 spaced apart on the first reinforcing plate 135; a hinge shaft 139 is also provided on the first hinged plate 136 and the second hinged plate 137.

[0041] Furthermore, a third pad 138 capable of supporting the bridge plate body 100 is further provided on the top of the first hinge plate 136 and the second hinge plate 137 .

[0042] The first and second sets of sinking cylinders 110, 120 are articulated to the transport vehicle 400 via the third and fourth sets of articulated seats 150, 160, respectively, and their structures are identical. This arrangement ensures the symmetry and consistency of the connection between the two sets of cylinders and the transport vehicle 400, balances the forces on the cylinders, avoids force deviations caused by differences in the connection structure, and ensures coordinated movement of the two ends when the bridge deck is raised or lowered. The unified structure also reduces processing and maintenance costs. The first reinforcing plate 135 of the first set of articulated seats 134 is connected to the transport vehicle 400, which can enhance the strength of the connection and prevent deformation of the connection to the transport vehicle 400 due to long-term stress. The first and second articulated plates 136, 137, arranged at intervals, cooperate with the articulated shaft 139 to provide a stable articulated support point for the cylinders, allowing them to rotate flexibly during extension and retraction, ensuring effective force transmission. This structure is both stable and flexible, meeting the dynamic force requirements when the cylinder drives the bridge deck to rise or fall.

[0043] A third pad 138, located on top of the first and second hinge plates 136, 137, supports the bridge deck 100 when it is raised or lowered to a specific position. This prevents direct, hard contact between the bridge deck 100 and the hinge plates, reducing wear and tear and extending the service life of both. Furthermore, the third pad 138 disperses the pressure applied by the bridge deck 100, protecting the hinge seat structure and ensuring the stability of the bridge deck 100 when supported, providing more reliable support for vehicle loading, unloading, and transportation.

[0044] Furthermore, a plurality of side hook units 170 are provided at intervals on the first longitudinal beam 124 ; the side hook units 170 include a first side hook plate 171 and a second side hook plate 172 provided at intervals, and a side hook body 173 provided on the first side hook plate 171 and the second side hook plate 172 .

[0045] During the transportation of the vehicle, by passing a chain or belt through the side hook body 173, the vehicle can be effectively and firmly connected to the transport vehicle 400, preventing the vehicle from being displaced or sliding due to bumps, shaking, etc. during transportation, thereby improving the stability and safety of the vehicle during transportation. The side hook units 170 are arranged at intervals on the first longitudinal beam 124. According to the size and fixing requirements of different vehicles, the side hooks in appropriate positions can be flexibly selected to fix the vehicle, thereby enhancing the adaptability of the transport device to the transportation of different types of vehicles. The first side hook plate 171 and the second side hook plate 172 cooperate with each other to provide a stable installation base for the side hook body 173, ensuring the structural stability of the side hook when it withstands the vehicle fixing tension, and ensuring that the side hook can reliably play the role of fixing the vehicle during the entire transportation process. In addition, the design of the side hook body 173 also takes into account the convenience of installing chains or belts, so that operators can quickly and efficiently complete the vehicle fixing work, improving the work efficiency of vehicle loading and unloading and transportation.

[0046] Furthermore, a wheel choke 180 is provided at one end of the pedal panel 131. The wheel choke 180 includes a fastening pin 181 and a first web 182 and a second web 183 disposed on either side of the fastening pin 181. The first web 182 and the second web 183 are provided with a wheel choke panel 184. The wheel choke panel 184 has a concave curved surface to fit the vehicle tire.

[0047] This concave arc-shaped wheel-blocking panel 184 design can closely fit the outer contour of the vehicle tire, greatly enhancing the blocking effect on the tire. When the vehicle is parked on the pedal panel 131, the concave arc can firmly clamp the tire like a "hug", preventing the tire from rolling due to the vehicle's own inertia, external vibrations and other factors, further ensuring the stability of the vehicle during transportation. The fastening pin 181 connects the first web 182 and the second web 183, providing a solid support for the entire wheel-blocking device 180 structure, making it less likely to deform or damage when subjected to the pressure and impact of the tire, ensuring that the wheel-blocking device 180 can function reliably and long-term. At the same time, the spacing between the first web 182 and the second web 183 is reasonably designed to adapt to a variety of vehicle tires of different widths. This improves the versatility of the entire transportation device for different types of vehicles. Whether it is a small car or a large truck, the wheel-blocking device 180 can effectively fix the tire. This setting also improves the safety of transportation operations, avoids safety accidents such as collisions and slips caused by rolling vehicle tires, provides more reliable safety protection for operators, and reduces the risk of damage to vehicles and transportation equipment during transportation.

[0048] Example 3 See Figure 10 The embodiment of the present invention provides a fifth wheel coupling for a vehicle transport vehicle. During the trailer towing operation, the connection between the fifth wheel and the coupling faces significant technical challenges, the core of which is insufficient connection strength and uneven force distribution. Under heavy load conditions, due to insufficient strength reserve of the connection structure, local stress concentration is prone to occur when transmitting huge longitudinal traction and vertical loads, resulting in plastic deformation and fracture of the connection parts, causing loosening and relative displacement of the connection, threatening driving safety. When driving on bumpy roads, the alternating loads generated by high-frequency longitudinal and vertical vibrations cause the connection structure to be fatigued for a long time, and uneven force will accelerate the expansion of fatigue cracks in the material, and may eventually cause component fracture or separation. Under turning conditions, large lateral forces are transmitted to the coupling, making the connection part complex and prone to deflection and deformation. Insufficient strength and uneven force will cause component distortion and deformation, gaps, aggravated loosening and wear, reduced service life, and even cause serious accidents such as trailer skidding and rollover.

[0049] See Figure 10 and Figure 11In this embodiment, the connecting frame includes a traction body 200, a traction seat 250 arranged on the traction body 200, and a first mounting crossbeam 231 for mounting the traction body 200; the traction body 200 includes a first connecting portion 220 connected to the traction seat 250 and a second connecting portion 230 connected to the transport vehicle 400; the traction seat 250 includes a mounting end 251 and a connecting end 255; the connecting end 255 includes a traction space 259 provided with an expansion-type opening 258; the connecting end 255 is provided with a connecting body 256, the connecting body 256 and the connecting end 255 are integrated and provided with a traction shaft 257 for traction, the traction shaft 257 is arranged through the traction space 259 and is provided with a connecting gap with the side wall of the traction space 259.

[0050] During installation, the traction frame is connected to the transport vehicle 400 through the second connecting part 230 of the traction body 200. The second connecting part 230 is a structure specifically used for docking the transport vehicle 400, which can ensure a stable connection between the traction body 200 and the transport vehicle 400; at the same time, the first installation beam 231 used to install the traction body 200 further provides a reliable installation foundation for the traction body 200, making the installation of the traction body 200 on the transport vehicle 400 more secure and ensuring the stability of the overall structural installation.

[0051] During use, the connecting end 255 of the towing seat 250 plays a key role. Its connecting body 256 is integrally formed with the connecting end 255. A towing shaft 257 on the connecting body 256 is disposed through a towing space 259 with an expanded opening 258. A connecting gap is also provided between the towing shaft 257 and the sidewalls of the towing space 259. During towing operations, an external towing structure can enter the towing space 259 through the expanded opening 258 and connect with the towing shaft 257, thereby towing the transport vehicle 400. The connecting gap between the towing shaft 257 and the sidewalls of the towing space 259 provides sufficient space for the towing shaft 257 to move during towing, accommodating potential angle changes during towing. This makes the towing process more flexible and smooth. Furthermore, the secure connection between the towing body 200 and the transport vehicle 400 ensures a safe and reliable towing operation.

[0052] Further, see Figure 11 、 Figure 12 and Figure 13 The traction body 200 includes a first main beam 211 and a second main beam 212 that are symmetrically arranged at intervals; the top and bottom of the first main beam 211 and the second main beam 212 are respectively provided with a first closing plate 213 and a second closing plate 214; the first installation beam 231 is installed through the first main beam 211 and the second main beam 212.

[0053] Furthermore, the first main beam 211 and the second main beam 212 are respectively provided with a first extension mounting plate 215 and a second extension mounting plate 216 at one end away from the first connecting portion 220; the first extension mounting plate 215 and the second extension mounting plate 216 are respectively provided with a second mounting cross beam 217 and a third mounting cross beam 218.

[0054] In terms of installation on the transport vehicle 400, the first main beam 211 and the second main beam 212 of the traction body 200 are symmetrically arranged at intervals, and their tops and bottoms are connected by the first closing plate 213 and the second closing plate 214 respectively, forming a solid frame structure. The first installation beam 231 is installed through these two main beams, which not only firmly connects the two main beams into a whole, but also transmits part of the weight and force of the traction body 200 to the transport vehicle 400 through its own connection point with the transport vehicle 400. At the same time, the first main beam 211 and the second main beam 212 are respectively provided with a first extension mounting plate 215 and a second extension mounting plate 216 at one end away from the first connecting portion 220, and the second installation beam 217 and the third installation beam 218 are respectively installed on these two extension mounting plates. These two installation beams cooperate with the first installation beam 231 to be connected to the transport vehicle 400 together to form multiple installation fulcrums.

[0055] This arrangement significantly enhances installation stability. The first, second, and third mounting beams 231, 217, and 218 are connected to the transport vehicle 400 at different locations, increasing the number of stress points between the traction frame 200 and the transport vehicle 400 and ensuring a more even distribution of stress. When the traction frame is subjected to various external forces, such as traction and lateral forces, these multiple mounting points share the load, preventing a single mounting point from loosening or being damaged due to excessive force, effectively enhancing the overall mounting structure's resistance to deformation.

[0056] Furthermore, the provision of the first and second extended mounting plates 215, 216 extends the connection range between the main beam and the transport vehicle 400, allowing the second and third mounting beams 217, 218 to connect to the transport vehicle 400 at a location further away from the first connection portion 220, further expanding the span of the mounting support. This structure not only increases the connection area between the traction body 200 and the transport vehicle 400, but also allows for flexible adjustment of the mounting position based on the structural characteristics of the transport vehicle 400, improving the compatibility of the traction frame with different types of transport vehicles 400. Furthermore, the design of multiple beams and multiple mounting points provides a stable mounting foundation for subsequent possible addition of components, enhancing the practicality and scalability of the overall structure.

[0057] Furthermore, the first connecting portion 220 is provided with a connecting crossbeam 221 and a reinforcing rib plate 222 spaced apart from the connecting crossbeam 221 .

[0058] Furthermore, a second reinforcing plate 219 is provided on the outer sides of the first main beam 211 and the second main beam 212 .

[0059] In this embodiment, to address the stress issues under heavy-load conditions, the technical solution employs a symmetrical arrangement of the traction body 200 with a first main beam 211 and a second main beam 212, with a first cover plate 213 and a second cover plate 214 installed at the top and bottom, respectively, forming a stable frame structure and significantly improving overall rigidity. Furthermore, the connecting crossbeam 221 and the reinforcing rib plate 222 provided in the first connecting portion 220 are spaced apart, further enhancing the strength of the load transfer path. This structural design evenly distributes the enormous longitudinal traction force and vertical load transmitted by the traction seat 250 throughout the traction body 200, avoiding local stress concentration and preventing plastic deformation or fracture of connectors such as bolts and the first pin 236 due to overload, effectively resolving the issues of loose connections and relative displacement caused by heavy loads.

[0060] To withstand the alternating loads of bumpy roads, the expanded opening 258 and traction space 259 at the connecting end 255 of the fifth wheel 250 provide wiggle room for the fifth wheel shaft 257. The gap between the fifth wheel shaft 257 and the sidewall prevents rigid contact. When the trailer experiences high-frequency vibrations due to uneven road conditions, this structure allows the fifth wheel shaft 257 to oscillate flexibly within a certain range, reducing the direct transmission of vibration energy to the connecting frame and lowering fatigue stress at the connection points. Furthermore, the first mounting crossbeam 231 is connected to the second and third mounting crossbeams 218 via connecting beams 242, forming a multi-node support structure. This elastic deformation can buffer some of the alternating stresses, delaying the initiation and propagation of fatigue cracks in the material, and preventing component breakage or separation.

[0061] To cope with the lateral force challenge during cornering, the second reinforcing plates 219 on the outside of the first and second main beams 211 and 212 enhance the main beams' anti-twisting ability. Combined with the restraining effect of the first and second closing plates 213 and 214, the traction body 200 is less likely to deflect and deform under lateral force. The connecting body 256 of the connecting end 255 of the traction seat 250 is integrated with the traction shaft 257. The side walls of the traction space 259 can provide lateral support for the traction shaft 257 through the connection gap, thereby dispersing the lateral force. In addition, the third support 232 and the fourth support 240 are connected to the mounting crossbeam via a pad. The spaced support plates cooperate with the first pin 236 to form a flexible connection structure that can rotate slightly. This structure can adapt to angle changes during cornering and evenly transmit lateral force through the support plates, avoiding gaps and excessive wear at the connection points, and preventing accidents such as trailer tail-spinning and rollover.

[0062] Furthermore, the mounting end 251 includes a mounting shaft 254 integrally provided with the connecting end 255 ; a first mounting plate 252 and a counterweight head 253 are provided on the mounting shaft 254 ; the traction seat 250 is connected to the connecting beam 221 of the first connecting portion 220 through the first mounting plate 252 .

[0063] When attached to the traction body 200, the mounting end 251 of the fifth wheel 250 is securely connected to the connecting end 255 via an integral mounting shaft 254. The first mounting plate 252 mounted on the mounting shaft 254 is a key component connecting the fifth wheel 250 to the traction body 200. Specifically, the first mounting plate 252 is connected to the connecting crossbeam 221 of the first connecting portion 220, secured together with bolts or other fasteners, allowing the fifth wheel 250 to be securely attached to the traction body 200. This connection, through the surface contact between the first mounting plate 252 and the connecting crossbeam 221, increases the load-bearing area, allowing the load transmitted by the fifth wheel 250 to be more evenly distributed across the first connecting portion 220 of the traction body 200.

[0064] During use, the integrated design of mounting shaft 254 and connecting end 255 ensures the structural integrity of fifth wheel 250, making it less susceptible to breakage or deformation when subjected to traction. Counterweight head 253 balances the center of gravity. When fifth wheel 250 is subjected to longitudinal or vertical forces, counterweight head 253 stabilizes the position of fifth wheel 250 through its own weight, preventing uneven force at the connection between first mounting plate 252 and connecting crossbeam 221 due to a shift in the center of gravity and reducing the risk of loosening.

[0065] This mounting structure also clarifies the force transmission path between the fifth wheel 250 and the traction body 200. The traction force applied to the traction shaft 257 is sequentially transmitted through the connecting body 256, the mounting end 251, and the first mounting plate 252 to the connecting crossbeam 221. The force is then distributed through the connecting crossbeam 221 to the first and second main beams 211 and 212, ultimately being carried by the entire traction body 200. The integrated mounting shaft 254 and counterweight head 253 ensure both reliable installation and improved stability during traction, enabling the entire traction system to operate more efficiently under complex working conditions.

[0066] Further, see Figure 11 and Figure 14 A third support 232 and a fourth support 240 are respectively provided at both ends of the first mounting beam 231; the third support 232 and the fourth support 240 are fixedly connected to the first mounting beam 231 through a first pad 233 and a second pad 241 respectively.

[0067] The third support 232 includes a first support plate 234 and a second support plate 235 spaced apart, and a first pin 236 mounted through the first support plate 234 and the second support plate 235. The third support 232 and the fourth support 240 have the same structure. The first support plate 234 and the second support plate 235 are fixedly connected to the first pad 233 at a distance.

[0068] The third support 232 and the fourth support 240 at each end of the first mounting beam 231 are fixedly connected to the beam via a first pad 233 and a second pad 241, forming a stable support structure. In the third support 232, the first and second support plates 234 and 235, spaced apart, are fixed to the first pad 233, with a first pin 236 passing through the two plates to achieve connection. The fourth support 240 has the same structure. This design allows the support to form a relatively rotatable connection with external components such as a trailer or support assembly via the first pin 236, ensuring connection strength while retaining a certain degree of wiggle room, providing space for force transmission and posture adjustment.

[0069] When connecting a trailer, the first pin 236 serves as the core connector, cooperating with the trailer's corresponding towing structure to transmit the trailer's traction force and lateral force through the support to the first mounting crossbeam 231, which then distributes the load to the towing body 200. The spaced support plates evenly distribute the load on the first pin 236, while the pads increase the contact area between the support and the crossbeam, reducing localized stress and preventing deformation of the crossbeam due to concentrated force. This ensures stable force transmission between the trailer and the connecting frame, improving the reliability of the towing process.

[0070] When used to support the transport vehicle 400, the support is connected to supporting components such as the legs via the first pin 236, increasing the contact points between the transport vehicle 400 and the ground. The use of multiple supports disperses the weight of the transport vehicle 400, reducing the load on individual support points. The secure connection between the support plate and the pad allows the support to withstand the vertical pressure of the transport vehicle 400. The flexible nature of the first pin 236 adapts to slight fluctuations in the ground, ensuring uniform force at each support point and preventing the transport vehicle 400 from tilting. This significantly enhances the stability of the transport vehicle 400 during parking or loading and unloading, reducing the risk of tipping.

[0071] Furthermore, the first installation beam 231 is connected to the second installation beam 217 and the third installation beam 218 by at least one connecting beam 242 .

[0072] Connecting beam 242 connects the three previously independent mounting beams into a single unit. This allows each beam to no longer bear the load independently, but rather to transfer and share the force through connecting beam 242. When external force is applied to the connection between transport vehicle 400 and one of the beams, connecting beam 242 transfers some of the force to the other beams, preventing deformation or damage to a single beam due to excessive local force. This significantly improves the overall load-bearing capacity of the connection between the mounting beams and transport vehicle 400.

[0073] At the same time, this connection method strengthens the frame rigidity of the traction body 200. The connecting beam 242 and the three crossbeams together form a multi-dimensional support structure that effectively resists the longitudinal, lateral, and torsional forces generated by the transport vehicle 400 during driving or parking, reduces relative displacement between the crossbeams, and ensures that all parts connected to the transport vehicle 400 remain stable. This further reduces safety risks caused by loose connections and improves the structural reliability of the entire connecting frame in complex working conditions.

[0074] Example 4 See Figure 6 The present invention provides a loading bridge for a vehicle transporter. This bridge is primarily used in trailer and other vehicle transport scenarios and serves as a key auxiliary device for loading and unloading vehicles onto trailers. When loading a vehicle onto a trailer, the bridge can be unfolded to a suitable angle, forming a transitional channel connecting the ground and the trailer, facilitating smooth loading of various vehicles. When unloading, the bridge also unfolds, providing support and guidance for vehicles leaving the trailer.

[0075] The core function of the bridge deck is to facilitate state transitions and ensure safety during vehicle transportation. During the loading and unloading phases, the bridge deck's stable structure supports the vehicle's weight, ensuring safe passage. Once loaded, the bridge deck retracts, working with the trailer to restrict the vehicle's position, preventing it from shifting or falling out during transportation. This also mitigates potential safety hazards caused by unexpected movement of the bridge deck itself, ensuring stability throughout the entire transportation process.

[0076] In the existing technology, it is difficult for the bridge deck to switch between the two states of "assisting vehicles to get on and off the trailer" and "limiting the position of the vehicle after being retracted", and there is instability. In addition, the structural stability and safety during the switching process and in the two states are also insufficient, which will lead to inconvenience in getting vehicles on and off the trailer, and technical problems such as accidental displacement of the bridge deck or vehicle detachment during transportation.

[0077] See Figure 7 and Figure 8In this embodiment, a structurally stable upper bridge plate for a vehicle transport trailer is provided; the upper bridge plate includes a first grounding assembly 310 and a second grounding assembly 380 hinged to one end of the first grounding assembly 310; the other end of the first grounding assembly 310 is hinged to the transport vehicle 400 through a first set of flip seats 412, and the end of the first grounding assembly 310 hinged to the transport vehicle 400 is also hinged to a second set of flip seats 417 provided on the transport vehicle 400 through a flip cylinder 331, the piston rod of the flip cylinder 331 is hinged to a third set of flip seats 340 provided on the first grounding assembly 310, and the piston rod is driven by the flip cylinder 331 to realize the first grounding assembly 310 to flip within a preset angle based on the transport vehicle 400; the second grounding assembly 380 is hinged to the first grounding assembly 310 through a fourth set of flip seats 350, and the position of the second grounding assembly 380 and the first grounding assembly 310 is fixed by a limiting mechanism 360.

[0078] During use, one end of the first grounding assembly 310 is hinged to the transport vehicle 400 via a first set of tilting seats 412, providing a fulcrum for the first grounding assembly 310 to flip around this hinge point. Simultaneously, the hinged end of the first grounding assembly 310 to the transport vehicle 400 is also hinged to a second set of tilting seats 417 provided on the transport vehicle 400 via a tilting cylinder 331. The piston rod of the tilting cylinder 331 is hinged to a third set of tilting seats 340 on the first grounding assembly 310. This connection not only enables the tilting cylinder 331 to provide power for the first grounding assembly 310 to flip, but also allows precise control of the tilting angle of the first grounding assembly 310 through the extension and retraction of the piston rod, thereby achieving a stable and controllable connection and relative movement between the bridge deck and the trailer.

[0079] The articulated design of the first grounding assembly 310, the transport vehicle 400, and the second grounding assembly 380 provides a basis for the flipping movement; the flipping cylinder 331 serves as a power source, driving the first grounding assembly 310 to flip through the extension and contraction of the piston rod; the limiting mechanism 360 uses mechanical limiting to achieve position locking of the two grounding assemblies in different states, ensuring safe use.

[0080] During deployment, the piston rod of the tilting cylinder 331 is controlled to retract, causing the first grounding assembly 310 to rotate relative to the transport vehicle 400 toward the ground. Once the first grounding assembly 310 contacts the ground, the limiting mechanism 360 is released, allowing the second grounding assembly 380 to flip and deploy around the fourth set of tilting seats 350. The second grounding assembly 380 is then manually flipped until it is flush with the ground, allowing the vehicle to form a stable support structure using the first and second grounding assemblies 310 and 380. At this point, the connection between the bridge deck and the trailer is stable, allowing the vehicle to be smoothly transferred across the bridge deck.

[0081] When folding, the second grounding assembly 380 is first flipped around the fourth set of flip seats 350 to the extreme angle with the first grounding assembly 310, and then the positions of the first grounding assembly 310 and the second grounding assembly 380 are fixed by the limiting mechanism 360; then the piston rod of the flip cylinder 331 is controlled to extend, so that the first grounding assembly 310 is rotated to the side away from the ground based on the transport vehicle 400 until it returns to its initial position, so that the bridge plate can limit the position of the vehicle and prevent the vehicle from sliding.

[0082] Throughout the deployment and retraction process, closely monitor the operation of all components, especially the pressure of the tilt cylinder 331 and the locking status of the limiter 360, to ensure safe and reliable operation and avoid accidents caused by component failure. At the same time, regularly inspect and maintain each hinge point, tilt cylinder 331, and limiter 360 to ensure their performance and extend the service life of the equipment. In different working scenarios, the tilt angle and deployment status of the first grounding assembly 310 and the second grounding assembly 380 should be appropriately adjusted according to actual needs to adapt to various terrains and vehicle traffic requirements, thereby improving the versatility and practicality of the equipment.

[0083] Furthermore, in the deployment stage, the transition channel formed by the first grounding assembly 310 and the second grounding assembly 380 allows the vehicle to smoothly get on and off the trailer. The drive of the flip cylinder 331 ensures that the flip angle of the first grounding assembly 310 is precisely controllable, ensuring the smoothness and safety of the vehicle's up and down process; in the retracted stage, the first grounding assembly 310 and the transport vehicle 400 form an angle less than degrees, which can effectively limit the displacement of the vehicle during transportation, prevent the vehicle from falling off, and avoid accidental shaking of the bridge plate itself, providing stability protection for the entire vehicle transportation process.

[0084] Further, see Figure 7 、 Figure 8 and Figure 9The first grounding assembly 310 includes a first supporting portion 311 and a second supporting portion 330 arranged on the mounting beam, the first supporting portion 311 includes a first side mounting portion 312 and a second side mounting portion 320 and a supporting mechanism 321 connecting the first side mounting portion 312 and the second side mounting portion 320; the structural settings of the first supporting portion 311 and the second supporting portion 330 are consistent.

[0085] The first side mounting portion 312 includes a first inner plate 313, a second inner plate 314 and an outer plate 315 arranged in a nested manner; the receiving mechanism 321 includes a reinforcement layer 322 and a receiving layer 323 arranged on the top of the reinforcement layer 322; an auxiliary fastening unit 324 is also provided on the outer side of the first receiving portion 311.

[0086] The reinforcement layer 322 includes a plurality of first reinforcement beams 371 spaced apart between the first side mounting portion 312 and the second side mounting portion 320 , and each of the first reinforcement beams 371 is connected by a second reinforcement beam 372 ; a reinforcement plate 376 is provided on the top of the first reinforcement beams 371 and the second reinforcement beams 372 .

[0087] The supporting layer 323 includes third reinforcing beams 373 spaced apart at the top of the reinforcing plates 376, and fourth reinforcing beams 374 connecting the third reinforcing beams 373 in pairs. A supporting plate 375 is provided on the top of the third reinforcing beams 373 and the fourth reinforcing beams 374; a notch is left on the side of the supporting plate 375 to set the auxiliary fastening unit 324.

[0088] The first grounding assembly 310 utilizes a symmetrical structure consisting of a first receiving portion 311 and a second receiving portion 330, facilitating balanced overall force distribution and simplifying mold design and assembly processes during manufacturing, reducing process complexity. The first side mounting portion 312 and the second side mounting portion 320 are connected by a receiving mechanism 321, forming a stable frame structure that provides basic support for the overall load-bearing capacity. The nested design of the first inner panel 313, the second inner panel 314, and the outer panel 315 enhances the side mounting structure's deformation resistance through multi-layered construction without significantly increasing weight, effectively resisting lateral impact forces during vehicle movement.

[0089] The layered design of the reinforcement layer 322 and the receiving layer 323 in the receiving mechanism 321 realizes the functional division of "foundation reinforcement" + "surface load-bearing", making the structural stress more reasonable. The first reinforcement beam 371 and the second reinforcement beam 372 of the reinforcement layer 322 form a grid-like support, which, together with the reinforcement plate 376 on the top, greatly enhances the overall rigidity of the receiving mechanism 321, can disperse the pressure when the vehicle passes by, and avoid structural damage caused by excessive local stress; the combination of the third reinforcement beam 373 and the fourth reinforcement beam 374 of the receiving layer 323 and the receiving plate 375 further enhances the surface load-bearing capacity. The notch on the side of the receiving plate 375 provides an adaptive installation space for the auxiliary fastening unit 324, allowing it to be stably installed and fully function. The auxiliary reinforcement unit is further connected to the vehicle through a connected chain or belt. When the bridge deck is folded, it can firmly fix the bridge deck and the vehicle together, significantly improving the stability of the bridge deck in the folded state and preventing the bridge deck from loosening or shifting due to bumps during transportation.

[0090] In the bridge deck of this embodiment, after these structural reinforcements, the load-bearing capacity of the first grounding assembly 310 is significantly improved, and it can adapt to the rolling of vehicles of different weights; at the same time, the connection strength and overall deformation resistance between the components are enhanced, which can maintain structural stability during long-term use, reduce wear or damage caused by frequent stress, extend the service life of the bridge deck, and thus ensure the safety and reliability of the vehicle's up and down process. The role of the auxiliary reinforcement unit further enhances the safety of the bridge deck in the retracted state.

[0091] Furthermore, the second grounding assembly 380 includes a pair of mirror-image tailgate crossbeams 381 and a reinforcement frame 382 connecting the pair of tailgate crossbeams 381; a grounding plate 383 is provided on the top of the reinforcement frame 382; and the tailgate crossbeams 381 are arranged in an inclined manner.

[0092] In the second grounding assembly 380, a pair of mirrored tailgate crossbeams 381 form the basic framework supporting the vehicle's entry. This mirrored arrangement ensures even load distribution on both sides, preventing the vehicle from tipping due to excessive weight on one side. A reinforcement frame 382 connecting the tailgate crossbeams 381 tightly connects the two into a single unit, enhancing the structural stability and deformation resistance. This ensures that the tailgate crossbeams will not loosen or damage under the influence of vehicle gravity, providing a solid support foundation for the vehicle.

[0093] The grounding plate 383 on top of the reinforcement frame 382 provides a smooth, continuous contact surface for the vehicle's tires. When the vehicle drives onto the bridge, the tires are in full contact with the grounding plate 383, reducing the possibility of bumps and slipping, allowing the vehicle to drive more smoothly. The inclined setting of the tailgate crossbeam 381 is a key design for facilitating vehicle boarding: this inclined structure enables the second grounding assembly 380 to form a smooth transition slope from the ground to the first grounding assembly 310, reducing the height difference and slope resistance of the vehicle. Whether it is a vehicle with a low chassis or a vehicle with relatively weak power, it can more easily drive onto the bridge deck along this slope, effectively avoiding the problem of the vehicle chassis bumping or insufficient power due to the steep slope and being unable to climb the slope, significantly improving the convenience and safety of vehicle boarding.

[0094] Furthermore, a reflective plate 384 is provided at the bottom of the reinforcement frame 382; when the second grounding assembly 380 is folded, the transport vehicle 400 can be connected to other hanging parts through the connecting frame to expand the vehicle's transportation space; when the first grounding assembly 310 does not need to be folded, the second grounding assembly 380 is folded separately to be used for the vehicle to be removed from the transport vehicle 400. At this time, the reflective plate 384 provided at the bottom of the reinforcement frame 382 is in a vertical position with the ground, which can serve as a warning.

[0095] At night or in low-light environments, reflectors 384 can reflect light, drawing the attention of passing vehicles and pedestrians, preventing accidents such as collisions caused by poor visibility, and further ensuring safety during vehicle operation. Furthermore, this design cleverly utilizes the space at the bottom of reinforcement frame 382, ​​adding a safety warning function without affecting the overall structure and function.

[0096] In addition, when the first grounding assembly 310 is folded alone, the second grounding assembly 380 does not need to be folded. At this time, the reflector 384 is still perpendicular to the ground and its height is increased, making its warning effect more obvious, which can alert surrounding traffic participants and ensure the safety of the entire vehicle operating area.

[0097] Furthermore, the first group of flip seats 412 includes a second mounting plate 413 and a third support plate 414 and a fourth support plate 415 arranged at intervals on the second mounting plate 413; a fixed shaft 416 is provided between the third support plate 414 and the fourth support plate 415; the structural settings of the first group of flip seats 412, the second group of flip seats 417 and the third group of flip seats 340 are consistent.

[0098] Furthermore, the fourth group of flip seats 350 includes a first side plate 351 and a second side plate 352 spaced apart at the rear of the first grounding assembly 310, and a second pin shaft 353 installed on the first side plate 351 and the second side plate 352, and the second pin shaft 353 is provided with a rotating sleeve 354 that can rotate based on the second pin shaft 353; the second grounding assembly 380 can be rotated based on the fourth group of flip seats 350 through the rotating sleeve 354.

[0099] Furthermore, the limiting mechanism 360 includes a first limiting shaft mounting plate 361 and a second limiting shaft mounting plate 362 arranged at intervals on the side of the second grounding assembly 380, and a third limiting shaft mounting plate 363 and a fourth limiting shaft mounting plate 364 arranged on the first side plate 351 or the second side plate 352; and also includes a limiting shaft 365 arranged on the first limiting shaft mounting plate 361 and the second limiting shaft mounting plate 362, and the limiting shaft 365 can move axially based on the first limiting shaft mounting plate 361 and the second limiting shaft mounting plate 362.

[0100] Further, see Figure 8 The limiting shaft 365 includes a shaft body 366 and a shaft handle 367 that is integrated with the shaft body 366; the shaft body 366 and the shaft handle 367 are arranged at a preset angle to prevent the shaft body 366 from falling out of the first limiting shaft mounting plate 361 and the second limiting shaft mounting plate 362.

[0101] Furthermore, the shaft body 366 is installed through the shaft holes of the first limiting shaft mounting plate 361 and the second limiting shaft mounting plate 362, and is extended to the shaft holes of the third limiting shaft mounting plate 363 and the fourth limiting shaft mounting plate 364; the shaft body 366 is provided with a spring 368 between the first limiting shaft mounting plate 361 and the second limiting shaft mounting plate 362, and a limiting plate 369 is provided on the limiting shaft 365 at the bottom of the maximum extension of the spring 368 to limit the shaft body 366 from falling out of the spring 368.

[0102] The use of the limiting mechanism 360 is mainly carried out around the state switching of the second grounding assembly 380 and the first grounding assembly 310, which can be specifically divided into two operation processes: unlocking and locking.

[0103] To unlock, the handle 367 of the limiting shaft 365 must be operated. Since the shaft 366 and the handle 367 are arranged at a preset angle, grip the handle 367 and apply an external force perpendicular to the ground upward to overcome the elastic force of the spring 368, moving the shaft 366 axially along the axial holes of the first limiting shaft mounting plate 361 and the second limiting shaft mounting plate 362, allowing the shaft 366 to exit the axial holes of the third limiting shaft mounting plate 363 and the fourth limiting shaft mounting plate 364. At this point, the limiting shaft 365 no longer restricts the second grounding assembly 380 and the first grounding assembly 310. The second grounding assembly 380 can freely flip around the fourth set of flip seats 350 for expansion or contraction. During this process, the spring 368 is compressed, and the limiting plate 369 prevents the shaft 366 from dislodging from the spring 368, ensuring that the shaft 366 remains engaged with the spring 368.

[0104] When locked, after the second grounding assembly 380 is flipped to a desired position, such as deployed for loading and unloading a vehicle or folded and secured, the external force on the shaft handle 367 is released. The spring 368 expands under its own elastic force, pushing the shaft 366 to move axially in the opposite direction along the shaft hole, allowing the shaft 366 to re-extend into the shaft holes of the third and fourth limiting shaft mounting plates 363 and 364. Furthermore, the angle between the shaft 366 and the shaft handle 367 prevents the shaft 366 from dislodging from the first and second limiting shaft mounting plates 361 and 362. At this point, the limiting mechanism 360 secures the second grounding assembly 380 and the first grounding assembly 310, preventing relative displacement between them during loading and unloading or transportation, thereby ensuring safe use.

[0105] See Figure 1 、 Figure 6 and Figure 10 During loading, the vehicle is first loaded onto the vehicle's carrier by operating the tilting cylinder 331, causing the piston rod to retract, driving the first grounding assembly 310 to rotate around the first set of tilting seats 412 toward the ground and into contact with the ground. The limiting mechanism 360 is then released, allowing the second grounding assembly 380 to tilt around the fourth set of tilting seats 350 until it is flush with the ground, forming a transitional path connecting the ground and the transport vehicle 400. The vehicle then smoothly drives onto the transport vehicle 400 through this path. Once the vehicle enters the carrier, the second grounding assembly 380 is flipped back into place and secured by the limiting mechanism 360. The tilting cylinder 331 is then controlled to retract the first grounding assembly 310, limiting the vehicle's displacement and completing the loading operation.

[0106] A lowering bridge deck is required when transporting passenger vehicles with low chassis, such as sedans and SUVs, or when the height of the loaded vehicle needs to be lowered to meet road height restrictions, or when multi-layer loading is required to increase transport capacity. To use this system, the second set of lowering cylinders 120 is activated, and the piston rods are extended to raise the bridge deck body 100 around the hinge point to a preset position. After the vehicle enters, the piston rods are retracted, causing the vehicle to sink. To align the entire vehicle so that both ends are aligned, the second set of lowering cylinders 120 is used to raise one end of the bridge deck, and then the first set of lowering cylinders 110 is activated to adjust the other end. The two sets of cylinders are retracted sequentially during the lowering process.

[0107] A towing frame is used when towing other trailers to expand transport space, or when distributing the load and improving driving stability through the towing structure during long-distance transport. During use, the external towing structure is inserted into the towing space 259 through the expanded opening 258 of the connecting end 255 of the fifth wheel 250 and connected to the towing shaft 257. The towing body 200 is securely connected to the transport vehicle 400 via the first mounting crossbeam 231, the second mounting crossbeam 217, and the third mounting crossbeam 218. The first main beam 211, the second main beam 212, and the reinforcement plate enhance overall rigidity, ensuring stable transmission of traction force and achieving safe towing.

[0108] The sunken deck, through the alternating operation of two sets of hydraulic cylinders and its tilted layout, can flexibly adjust its height to accommodate different vehicles. It also utilizes force decomposition to enhance stability, preventing scratches when vehicles ascend and descend, while also meeting compliance requirements for axle load distribution and height restrictions. Its crisscrossing beam structure and pedal panel 131 provide a stable load-bearing foundation for vehicles, while side hook units 170 and wheel stoppers 180 further secure the vehicle for safe transportation.

[0109] The multi-beam connection design and symmetrical main beam structure of the towing frame significantly enhance the stability of the connection with the transport vehicle 400. This effectively disperses longitudinal and lateral forces and alternating loads during towing, preventing component damage caused by localized stress concentration. The expanded opening 258 of the fifth wheel 250 and the towing shaft 257 are spaced apart to accommodate different towing configurations and reduce rigid collisions, making towing operations more flexible and reliable.

[0110] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the above embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A vehicle transport vehicle, comprising a vehicle head (410) and a pair of beams (411) connected to the vehicle head (410), wherein two ends of the beam (411) are respectively provided with a front wheel group (431) and a rear wheel group (432); characterized in that: It also includes a vehicle carrier (420) disposed on the beam (411), the vehicle carrier (420) including a vehicle accommodating end (441) and a vehicle boarding end (442); the vehicle accommodating end (441) is provided with at least an accommodating space capable of accommodating one vehicle; A plurality of fastening cross beams (451) are provided at intervals on the bottom of the beam (411); The vehicle boarding end (442) is provided with a boarding bridge plate for assisting the vehicle boarding, and the boarding bridge plate can be turned over based on the vehicle carrier (420).

2. A vehicle transporter according to claim 1, characterized in that: The upper bridge plate comprises a first grounding assembly (310) and a second grounding assembly (380) hinged to one end of the first grounding assembly (310); The other end of the first grounding assembly (310) is hinged to the transport vehicle (400) via a first set of flip seats (412); the end of the first grounding assembly (310) hinged to the transport vehicle (400) is further hinged to a second set of flip seats (417) provided on the transport vehicle (400) via a flip cylinder (331); a piston rod of the flip cylinder (331) is hinged to a third set of flip seats (340) provided on the first grounding assembly (310); the piston rod is driven by the flip cylinder (331) to enable the first grounding assembly (310) to perform a flipping motion within a preset angle based on the transport vehicle (400); The second grounding assembly (380) is hinged to the first grounding assembly (310) via a fourth set of flip seats (350), and the positions of the second grounding assembly (380) and the first grounding assembly (310) are fixed via a limiting mechanism (360).

3. The vehicle transporter according to claim 2, characterized in that: The first grounding assembly (310) comprises a first receiving portion (311) and a second receiving portion (330) arranged on the mounting beam, the first receiving portion (311) comprising a first side mounting portion (312) and a second side mounting portion (320), and a receiving mechanism (321) connecting the first side mounting portion (312) and the second side mounting portion (320).

4. The vehicle transporter according to claim 3, characterized in that: The first side mounting portion (312) comprises a first inner plate (313), a second inner plate (314), and an outer plate (315) arranged in a nested manner; the receiving mechanism (321) comprises a reinforcement layer (322) and a receiving layer (323) arranged on top of the reinforcement layer (322); and an auxiliary fastening unit (324) is further provided on the outer side of the first receiving portion (311).

5. The vehicle transporter according to claim 1, characterized in that: Also included is a traction frame arranged at the tail of the beam (411); The connecting frame comprises a traction body (200), a traction seat (250) arranged on the traction body (200), and a first mounting crossbeam (231) for mounting the traction body (200); The traction body (200) includes a first connection portion (220) connected to the traction seat (250) and a second connection portion (230) connected to the transport vehicle (400); the traction seat (250) includes a mounting end (251) and a connection end (255); the connection end (255) includes a traction space (259) provided with an expansion-type opening (258); the connection end (255) is provided with a connection body (256), the connection body (256) and the connection end (255) are integrally arranged and provided with a traction shaft (257) for traction, the traction shaft (257) is arranged through the traction space (259) and is provided with a connection gap with the side wall of the traction space (259).

6. The vehicle transporter according to claim 5, characterized in that: The traction body (200) comprises a first main beam (211) and a second main beam (212) which are symmetrically arranged at intervals; a first closing plate (213) and a second closing plate (214) are provided on the top and bottom of the first main beam (211) and the second main beam (212), respectively; and the first installation crossbeam (231) passes through the first main beam (211) and the second main beam (212) for installation.

7. The vehicle transporter according to claim 6, characterized in that: The first main beam (211) and the second main beam (212) are respectively provided with a first extension mounting plate (215) and a second extension mounting plate (216) at one end away from the first connecting portion (220); and a second mounting crossbeam (217) and a third mounting crossbeam (218) are respectively provided on the first extension mounting plate (215) and the second extension mounting plate (216).

8. The vehicle transporter according to claim 1, characterized in that: The accommodating space of the vehicle carrier at one end close to the vehicle head (410) is arranged in a recessed manner, and a sunken bridge plate is provided in the recessed accommodating space; The sunken bridge deck comprises a pair of bridge deck bodies (100) arranged on both sides of the beam (411), and a first group of sinking oil cylinders (110) and a second group of sinking oil cylinders (120) arranged at both ends of the bridge deck body (100) and hinged to the bridge deck body (100); the first group of sinking oil cylinders (110) and the second group of sinking oil cylinders (120) are respectively hinged to the transport vehicle (400); the two ends of one end of the bridge deck body (100) are respectively hinged to the transport vehicle (400) through a first support (121) and a second support (122); the first group of sinking oil cylinders (110) and the second group of sinking oil cylinders (120) each include a pair of sinking oil cylinders (123) arranged on both sides of the bottom of the bridge deck body (100); the first group of sinking oil cylinders (110) and the second group of sinking oil cylinders (120) operate alternately to realize the rising or falling operation of the bridge deck body (100).

9. The vehicle transporter according to claim 8, characterized in that: The bridge plate body (100) includes a first longitudinal beam (124) and a second longitudinal beam (125) that are spaced apart, and a first transverse beam (126) and a second transverse beam (127) that connect two ends of the first longitudinal beam (124) and the second longitudinal beam (125).

10. The vehicle transporter according to claim 9, characterized in that: A plurality of through-lay cross beams (128) are arranged at intervals between the first longitudinal beam (124) and the second longitudinal beam (125), and each of the through-lay cross beams (128) is connected by a through-lay longitudinal beam (129); a pedal panel (131) is laid on top of the first longitudinal beam (124), the second longitudinal beam (125), and the plurality of through-lay cross beams (128) and the through-lay longitudinal beams (129).

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